Transplit rim



E. K. BAKER.

TRANSPLIT mm. APPLICATION- FILED AUG. 14, 1916.

Patented Nov. M, 11.922.

3 SHEETS-SHEEILL `nl" "l mi E. K. BAKER.

TRANSPLIT RIM. APPLICATION FILED AUG. I4. `I9l6.

3 SHEETS-SHEET 2.

E. K. BAKER. TRANSPLIT RIM'.

APPLICATION FILED AU'G. I4. I9l6.

L'y Patented-Nov. M, 1922,

. i 3 SHEETS-SHEE`I 3.

Patented Nov. 14, i922. i l l i i Y i im ERLE KING BAKER, OF CHICAGO, ILLINOIS, ASSIG-NOR TO UNIVERSAL BIM COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

TRANSPLIT RIM.

Application filed August 14, 1916. Serial No. 114,798.

T @Zlwwmz't may concern: the parts shown in Fig. 6 on the irregular1 Be it known that I, Fiiuin KING BAKER, line 7-7 of Fig. 6;--Fig- 8 is a perspective a citizen of the TL lnited States, residing at View depictingthe interlocking and driving Chicago, Cook County, Illinois, have inplates or projections on the inner peripheryY vented certain new and useful Improveof the rim at the split ,-Fig. 9 is a sec- G0 ments in Transplit Rims, of which the foltional view from the position of line 9 9 lowing is a specification. of Fig. 7, detailing the manner of attaching My invention relates to improvements in the driving plates to the demountable rim; demountable rims for automobiles, and has F ig. lO is a modification thereof;-F ig. Il 10' special reference to improvements in deis a plan view of the portion of the felly 65 mountable rims which are adapted to carry band and felly which contain the valve stem pneumatic tires. and driver holes ;-F ig. 12 illustrates a In dealing with demountable rims, it is modification of my invention in which the necessary that the same shall be formed for interlocking projections are formed from the easy assembly with the tire and shall be body of thevrim instead of upon separate 70 easy to detach therefrom. In the case of plates, being a section on the line 12-12 of rims of the clincher type it is desirable, and Fig. 13;-Fig. 13 is a view of the inner in the case of rims of the straight-side it periphery of the demountable rim at the essential, that the rims shall be transplit, if split, and on the-line 13-13 of Fig. 12;-- of the integrally iianged form. By tranand, Fig. 14- is a perspective detail of the 75 split I mean transversely cut across to form rim ends. rim ends which may be helically separated, In the drawings, l represents the wheel as required to make the rim easy to manipuhub; 2 the spokes; 3 the felly; and, 4 the late. When a rim has been transplit it befelly band or fixed rim. This band is maincomes necessary to provide means for conly cylindrical in form, but is provided with 80 necting` the ends of the rim at times when a conical baCl iange. 5, which overhangs it is on the wheel, and it is also desirable the inner side of the felly; that is, the side that the rim-end connectingmeans shall be toward the vehicle. -In the felly, beneath adapted to always hold the rim ends in the fellyband,Iprovideanumber of clampalignment and also prevent the lrelative dising bolts, 6. The heads, 7, ofy these bolts 85 placement thereof in radial directions. abut against shoulders, 8, formed therefor vThe object of my invention is to simplify on the body of the felly band. These the construction of transplit demountable shoulders are formed by shearing the band rims, and to improve the action thereof. and pushing up the portions, 5'., of the back The general nature and principles of my flange, as well shown in Figs. 2 and 5. The 90 invention, and also the details of the best outer ends of the bolts are threaded and are embodiment thereof that I have thus far provided with nuts, 8, and small rectangudevised.l will be readily'understood on referlar, ribbed washers` or pressure lugs 9. In ence to the drawings which form part of each case the nut has a sleeve-like boss. 8', 4o this specification, and are particularly which is swedged loosely within the washer, 95 pointed out in the appended claims. 9. As sho-wn, the clamping bolts and lugs In said drawings, Fig. I is a side elevaare spaced about the felly, and, as hereintion of a fully equipped motor vehicle after explained, they act upon the dewheel embodying my invention; Fig. 2 is a mountable rim to force the same firmly full size cross section on the line 2 2 of upon the conical back iiange, 5. 100 Fig. l g-Fig 3 is a full size cross section on The parts marked 10 are centering projecthe'line of Fig. 1;-Fig l is a detail tions or ribs, on the periphery of the felly section on the line 4 4: of Fig. 2, but reband, preferably adjacent the back flange. duced in size;-Fig. 5 is a detail of the I prefer that these ribs shall be pressed-up shouldered felly band from the position of from the body of the felly band. There 105 the arrow in Fig. 2;'--Fig.` 6 is a sectional may be as many thereof as there are bolts, detail on the middle plane of the wheel, and they are preferably placed between the showing the appearance of the parts at the bolt spacings, though they may be othersplit of the rim, as on the line 6 6 of Fig. wise located on the face of the felly band. 7 ;--=Fig. 7 is a plan. view from beneath, of Their tops are, so to speak, on a level. with 110 Q. insee?? will be noted that the demountable rim is of ,greater diameter than the fixed rim on thewheel, so that an annular space, ll, remains between the two rims.

rThe centering projections, l0, before referred to, are preferably of substantially the same height as the. space and serve to guide the demountable rim against the bacleflange, and cause it` to be concentric with the wheel, in a. plane perpendicular' to the airis' of the wheel- The demountable riinis supported by the baclr flange of the fixed rimin the manner shown. in lvig. 2, and is firmly held in that position by the pressure lugs, 9, actingl through the integral, sheared-and-pressed down peripheral projections. r, of the rim. There are as many of these projections as there are clamping bolts.

Now that the construction and relation of the wheel and the demountable rim have been eXplainecLI shall point out the peculiar features which constitute the special subject-matter ofl this application.

ldhen stret'chablebead,tires are employed, such as the ordinary standard. clincher tire, the integral flanges of thev demountable rim may be ofthe clincher type, and the rim may be of the endless type. This is because the beads of the tire may be stretched over the flanges and thuslodged on the rim. But when either straight-side or clincher tires having, non-stretchable base beads are to be employed. the integral flanges of the rim prevent the puttingr of the tire and rim together. unless the rim is in some manner adapted to be contracted to the extent neces` sary to pass' the base beads. Such straightside tires, T. are shown in these drawings. It should be understood that the base beads or flanges t', thereof are of the inentensible or nonsstretchable hindY To obvia'te the difficulty mentioned, Ivtransplit the rim, i. e..

cut it across at one point in its circumference,

so that its ends may be passed by one another as required to contract and expand the rim to the extent necessaryfor easy assemblage 'that I cutv the dem'ountable rim upon a generally diagonal line, i. e., a line beginning at a point on one flange thereof. and extending to a circumferentially advanced point on. the other flange. This diagonal cut comprises a. major diagonal, l2, and a minor diagonal. 13. The latter extends only a little way through the side flange of the rim and does not materially interfere with the transverse opening or separation of the rim ends, This opening' or separation is well depicted in F 8. I call attention to the fact that the major diagonal,` l2, formcd'on an angle of twenty-five to thirty degrees, whereas. the minor diagonal is an angle of approximately two degrees. By splitting' the rim in this way I provide it with rim-ends which normally align one another, it being understood thateither the resilience of the riinl or the pressure' of the tire thereon, presses' the rim endsffirmly together.

In addition to the described provision-for the alignment of the rim ends, I also provide means which prevent the radial'separaw tion of the rim ends; and I" accomplish this effect without making it necessary to circum'- ferentially separate the rirn` ends before beginninp,- to laterally separate them. This' feature is of great importance, inasmuch as the tolerance between the rim andy the" tire often is no greater than one-sixteenth kof an inch.

The parts to which I have'just referred are well depicted in Figs. 6 to 8, and comprise two plates, 14 and l5, rivetedor otherwise secured to respective rim ends, R1 and li?. The plate, l5', is provided with a tongue or extending,` part, 16, which obviously underlaps the other end of the rim, when the rim ends abut upon the line l2-l3- This tongue is sufiicient to prevent radial separation of the rim ends in one direction. To prevent separation in the other direction. I ijufovide an underlying lun', lli, on the pla te Ll. Between this lunand the rim end is a pocket, 18, deep enough to receive apart of the tongue. 16. As the rim ends are p'ut together in the act of aligning them, the tongue, 1G. slips-al into the pocket, i8. and thus the radial interloclrm'ent of the rim ends is completed. The position and depth 'of the pocket, i8. are such that the inner end, 16, of the tongue. is liberated from the outer end of the lun'. l?, at the moment of the lateral diseno, ement of the rim end parts which comprise theA line. 13. or even befor that occurs. Beinn'thus liberated, the lug, 1G, may be forred down with the rim end, R2, as required for the passage of the opposite flange off the rim beneath the beadof the tire. This action will be understoodV by those who are skilled'inthe art.

I prefer that the valve stem hole. V, of the rim shall be located close to the split, both for convenience in manipulating the rim and to the end that the valve stem `Lesser? spreader, V', may overlap the split, as shown The plates 11 and 15 perform still other functions. l take advantage thereof to employ them as' driving studs for the rim. Preferably, the felly band, l (see Figs. 6, 7, and 11)` is provided with struck-up portions, 19, 19, positioned to engage the respective ends of the plates, 14, 15. And to ensure strong engagement, I provide the plates with turnechdown under-lugs', 20, which engage the struck-up parts, 19, as best shown in 6. It will be clear that as there is one driving stud or connection on each rim end, and that as both thereof engage the felly-band, the rim ends are firmly connected when positioned on the wheel. To accommodate the inwardly or downwardly turned lugs, 20, I perforate the felly band, 1, mal;- ingone short perforation, 21, at one end, and a long perforation, 22, at the other. The long perforation accommodates the valve stem hole, V. in the felly, and also makes room for the lug, 17, on the plate, 141, (see Figs. 6 and 7).

Still another function is performed hy the plates, 14, 15. @n referring` to Figs. 3 and 8, it will be noted that the cuter ends or edges of the two plates, 14, 15, extend beyond the outer edge, et, of the felly band, just as do the shoulders of the projections, r. This being the case, the edges of the plates, 14, 15, are availed of as an abutment for one of the pressure lugs, 9. This relaytion is shown by dotted lines in Figs. 6 and 7, and also appears in Fig. 1.

The arrangement of the clamping device at this point places the bolts in the position shown in Fig. 11, and this in turn explains the forms of the slots, 21 and 22, in the felly band. In other words, l use two slots at that point in order to leave the solid bridge, 23, between them above the bolt, otherwise the wood would break out where exposed in the slot.

prefer that the plates, 14, 15, shall be riveted rather than welded to the rim ends, and to provide connections stronger than ordinary rivets, l forni either the plates or the rim ends in the manner shown in Figse 9 and 10. ln Fig. 9 the riin, l, is shown provided with punched-down bosses.. .7, which pass through holes in the plate 14 or 15. Then the rivets, 24, are passed through and clinched or riveted within the holes in the bosses, r", thus expanding the latter. ln this manner the plates are very firmly bound on the riln ends, and while in fact secured by the rivets, they exert their force against the integral bosses on the rirn ends. In Fig. 10, the relation of the parts is shown reversed., the hoss, zu, being formed on the plate, le or 15, to the saine effect,

lt will now be understood that in placing the rnn in a. tire tl e valve stein of the tire is irst pnt through the hole, V, and the beads of the tire are seated between the flanges of the riin at that point. rlhe operator then presses the tire between the flanges progressively from that point onward, to the other end of the rim, which other end meantime helically separated in the usual manner. At the end, the corner, A, of the rim is presented to the corner, 13 (see Fig. '7) and the last end of the rim is tien forced into alignment with the first end, i. e., the end containing the valve stem hole, V. This action causes the lodginent of the tongue, 16, in the pocket, 18, and completes the locking of the rim ends.

I talre it, that one who is skilled in the art will immediately' understand that the inter` locking tongue and lug, instead of being formed on separate plates, as in Fig. 8, may readily be formed from, and integral with, the ends of the rim. To nia-ire this clear, l have depicted such a construction in 12 and 14.

As the first step, l form the two ends of the rim, R4, and R5, of the rim so that they shall. interlit upon relativelyv diagonal selfaligning angles, 12x and 13X, as before described. Bnt in doing this l forni-a tongue, 16X, on the end, R4, and press the same into the form shown in Fig. 14. ln this condition the outer side, 16% of the tongue is made substantially flush with the inner periphery of the rim. l also out and depress the end portion of the part, Rito forni the integral lug, 17X, which is of a depth to allow the entrance of the tongue, 16X, between-the rirn and. the lug, 17X, as well shown in Figs. 12 and 13. Referring now to Fig. 13, it will be seen that the pocket-forming lug or embossinent, 17X, is shorter than the tongue, 16X. ln consequence, when a portion of the tongue, 16X, is engaged with the part, 17X, the remainder of the tongue laps upon the undisturbed portion, R", of the end, R5. Thus the tongue (and end R4) is held against radial movement in either direction with respect to the end, R5.

As shown, the valve stern hole, VX, is placed close to the part. 17X, and the opera tion of the rim is quite as convenient as in the ease of the diagonally split and radial interloclred rim shown in Figs. 1 to ln the case of integrally interloclred rim, l employ driving studs which are separate from the interlocking parts. rllhe construction is well depicted in Figs. 12 andv 13, where it will he seen that the rim ends are punched and provided with spacing bosses, 25, preferably at equal distances from the valve stem, Vx. ln these holes I secure the studs, 26, which project inward beyond the bosses and engage in holes, 27, provided in the felly band or fixed run AX d'iiicai hase and trai'isplit on `a diagonal line,"

in combination with a tongue applied to the .inner periphery ot the rim at one riniend and a tongue receiving pocket portion pio vided' on the inner periphery ot the other rim end, in such positions that when linterlocked the tongue is retained between the rim base and the pocket receiving portion on the rim end opposed to that Which carries the tongue.

In testimony whereof, Ihave hereunto set my hand this 9th day of August, 1916.

ERLE KING BAKER. 

